Sleeve-valve engine



April 29, 1930. J.- HALTENBERGER SLEEVE VALVE ENGINE 4 sheets-She et l Filed May 12. 1926 April 29., 1930. 1 HALTENBERGER 1,756,684

SLEEVE VALVE ENGINE Filed May 12. 192e 4 sheets-sheet 2 I N VEN TOR. .75M Es HAM 72E/m9579655 A TTORNE Y.

April 29, 1930. J. HALTENBERGER 1,755,684

SLEEVE VALVE ENGINE Filed May 12. 1926 4 Sheets-Sheet 3 54 ln/manioc jZ/Lfs HHLTENBEPGE@ April 29, 1930. .1. HALTENBERGER Y 1,756,684

SLEEVE VALVE ENGINE Filed May 12. 1926 4 Sheets-Sheet 4 IN VEN TOR. 27a-'5in TEA/@5965@ ATTORNEY.

Patented Apr. 29, 1930 unirse @sra-'rss Parent .oi-ries JULES HALTENBERGER, F INDIANAPOLIS, NDIAN, .ASSGNOR -TO JULES HALTEN- i BERGER, INCORPORATED, 0F INDIANAPOLIS, NDIANA, .A COREORATON 0F IN'- DIANA.

Application filed May l2,

axial reciprocation and circumferential oscillation; but to locate the sleeve-valve or sleeve-valves in the cylinder heads, apart from the pistons, Where they are both cooler and more readily coolable, are relieved from piston drag, may be cooled by Water .passages within their cores, are .at a more even temperature, have a less variation in temperature between their inner and outer surfaces, may have simpler driving mechanism, are more accessible themselves and may have driving mechanism Which is more accessible, may be removed Without disturbing the pistons and permit the pistons to be .removed Without disturbing them or their operating mechanism so that the sleeve-valve Will be self-contained and may be Aassembled as a sub-unit, tested, and repaired `apart 'from the rest of the engine, make the 'diameter and length vof the sleeve independent of the diam- F eter and stroke L'et the pistonl so that a variation in one does not aect the other, make it unnecessary to vlocate complicated driving' mechanism in the crank-ease, make it possible to reduce the length'and yWeight of the sleeve or sleeves an d thus both improve the balancing and' reduce the lirictional surface oi the sleeve or sleeves so that there is less frictional loss and less diiliculty in Winter' starting', and maire it possible for one sleeve to control the i-*al'ving oi' a plurality of cylinders. v

The objects of the presentfinvention arey generically the same as those set #forth in my co-pending application Serial No. 125,248, iiled July 27, 1926. lil-such co-pending application, certain specific illustrated embodiments o the invention common to thatapplication and the present one involve having' theV axis or axes of the Lsleeve-valve or sleevevalves in general `transverse to :the crankshai't, so-that in those specific embodiments there are independent sliding,` valvesv (such as sleeve-valves) for lthe different cylinders orvany roiv of cylinders, so thatclaims to separatesliding valves-for diierent cylinders and claims 'for the arrangement of thesleeve- SLEEVE-visiva ENGINE 1926. Serial No. 108,633.

valves With their axes transverse to the crankshaft as Well `as to the .cylinder aXis are presented in said co-pending application; `Whereas in the present application, the specic enibodinients presented of such generic invention involve having .the lairis of the sleevevalve in general parallel to the crank-shaft, so that the saine sleeve-valve may control and usually does control a .plurality of cylinders When the engine is a multi-cylinder engine iaving a plurality ci cylinders arranged in a roiv. Claimsto these latter features are therefore presented in the present .application.; as are also claims to the genericinvention. However, .although the present ,application does showsome inodiiicationsin iwhich different sleeve-valves control different cylinders of a row of cylinders, as for instance Fig. 6, yet claims to an engine having' a plurality of sleeve-valves are presented in said co-penfling application, and no such claims are presented in the present application because they .Would .be alternative to other claims Which are presented, and scare not permissible in the present application.

In carrying out my invention, in its pre- .ferred torni, l provide a sleeve-valve which extends transversely of the cylinder across the head thereo'l:l and controlsth valving' of the cylinder. rl`his sleeve-valve is desirably a single-sleeve-valve, i 7nich has beth an axial reciprocatio'n and a circumferential oscillation; although my inventionrin its, broader aspects does not prohibit the use or"V more tl an one sleeve, and does `not requireV the sleeve or sleeves to have both kin-ds of. The sleeve-V n'iovcnient above referred to. valve or valves lit Within a suitable transverse cylindrical bore in the cylinder head, and Within the sleeve-valve or .valves .there is a suitable stationary core; so tliatzthe sleeve- I tion Within the sleeve-valve `bore inthe cyli'nder head. The core preferably has trans-l verse passages which co-operate with ports in the sleeve-valve or valves and with passages provided in the cylinder 'head surrounding the sleeve-valve and leading to the cylinders andrt'o the intake and exhaust manifolds; so that a quadruple sealing may be provided. The sleeve-valve or valves are' inders, so that one sleeve valve controls the `valving of a plurality of cylinders. In a multi-cylinder engine in which the cylinders. are all .arranged in a single row, one sleeve- .Y valve may control the valving of all the cylinders of the engine; or there may be a plurality 'of sleeve-valves each controlling part ofthe entire number of en gine cylinders, with the motion of these sleeve-valves arranged to produce Va greater or less degree of balancing, especially in regard-to their circumferential oscillatioin. If there is more than a single row of cylinders, as in V-type, W-type, X- type, or radial-type engines, the sleeve-valve or valves for a cylinder or cylinders arranged `on one radius from the crank-shaft may be separate from the sleeve-valve or valves for the Cylinder or cylinders on any other radius from the crank-shaft; but allthese-sleevevalves for the various cylinders or rows of cylinders may still readily be operated by an 'operating mechanism whicli'is separate from the cylinders and crank-case and which is in .part common'for the cylinders on all the different radii. Y Y

.The acco'niparlyingy drawings illustrate my invention: Fig. 1'is a vertical longitudinal sectiomin'partial side elevation, of aifourcylinder internal combustion engine having a single controlling sleeve-valvein theliead `thereof for controlling the valving of all four cylinders; Fig. 2 is a vertical section on the' liiie2-V-'21 of Fig. 1.; Fig-1.3 is an enlargement of the upper part of Fig. 2, ibut with the VmanifoldV connections removed, to show bette'rfthe construction of the stationary core within the sleeve-valve and the passages within said core,` the section being taken-substantially on theV line 3.-'3'of Fig. ll; Fig. 4 is a fragmentary section on the Lline l--i of Fig.

'A 3; Fig. 5 is a section on the lineifof Fig.

abut with the operating'shaft retarded 900 Fig. 6 is asemi-diagrammatic view, showing i'nyinvention in connectionwith a six-cylinder engine, withV the cylinders all in a single 4grow, butV withV two sleeve-valves, each c on- Itrolling half thetotal number of cylinders ;V

`Fig. 7 is an end-elevation of aV-type engine,

embodying my invention, with parts ofthev driving mechanism for the several Vsleevevalves; Fig. "9 is a fragmental diagrammatic end elevation, to show the driving mechanism for the several sleeve-valves in the X- type engine of Fig. 8; Figs. 10 and 11 are Vdevelopment views of the upper and lower ports of the sleeve-valve and its associated stationary ports, as viewed from the top in bothl cases, for the four-cylinder engine shown in Figs. 1 to 5 inclusive; Fig. 12 is a development view of the lower port, as viewed from .the top, .for the six cylinder'eiigine of FigQ; and Fig. 13 is a similar development Yview for a six-cylinder engine having a single controlling` sleeve-valve for all six cylinders. For simplicity in explanation, I will iirst describe my invention as applied to the fourcylinder engine illustrated in Figs. 1 to 5 inclusive. Y' The cylinders 10, shows as four in number in Fig. 1 although my invention is applicable to engines with any number of cylinders, are shown as having Vstationary liners 11; within which liners pistons 12 are vreciprocableV in the usual The liners 11 are notat all essential, and are shown merely as a desirable construction, asfor instance when it is desired to make the cylinder block and crankcase of some non-ferrous metal, such as aluminum. These cylinders 12 are-connected by vconnecting rods 18 to the cranks of a cranlrshaft 14, which is located withinl a crank-case 15 which may be free from all valve-operating mechanism. Further, although my en- O'ine is a sleeve-valve engine, there is no sleeve-valve between any piston and its cylinder, andl the pistons move within land against a stationary member, withrpurely ax'- rial relative-motionsbetween them, with no e piston drag on or from a surroundingy sleevey for receiving flanges 16 provided at the upper end of the liners 11 to hang them. On this flat top of the cylinder block, I attach ahead 201which is illustrated as a single head eX- tendingY along the entire cylinder block. This Vcylinder head is attachedto the cylinder 'block by suitable studs and nuts 21, or in any other convenient way. This cylinder head 20 is,provided with av longitudinal bore', generallyV cylindrical,

.inmensa which extends'along its whole length. l/Vithin this cylindrical longitudinal bore, and

`having a snug sliding t therewith, is my lsleeve-valve or valves 25. This sleeve-valve kmy invention is not limited to the use of a single-sleeve-valve as distinguished from a double-sleeve-valve. The sleeve-valve'25 consists of a single tube, as willfhereinafter be more fully described, and is reciprocable aX- ially and oscillatable circun'iferentially 'in a closed curved path, which will also be eX- plained later. This sleeve-valve may be made quite thin, so that the reciprocating and oscillating Weight is very small.

To obtain this composite movement of the sleeve-valve 25, I desirably use the construction which is shown more in detailin Figs. 4 and 5, although it is also indicated in Figs. l 'and 2. In this construction, I apply the moving force to the sleeve-valve 25 at one end thereof, at whichend I provide a reinforcing band 26, thickened at one part of its circumference to carry the socket member 27 yof a ball-and-socket joint. The band '26 is desirably riveted to the sleeve-valve, although it may be attached thereto in any other suitable way. The ball member` 28 of the ball-and-socket joint is provided on the 'end of a Vcylindrical pin 29,which`has a slidable mounting along its own axis in hole 30 eccentrically located in a counter-weight- :ed head 31 on the end of a shaft 32. The

counter-weight ontlie head 3l is a balancing weight, which may be made to balance to a greater or less extent the forces created by the motion of the sleeve-valve. Thus 'the pin 29 is in eifect a crankepin on the shaft 32, although it is slidable axially of such shaft 32 as required by the turning of the sleeve-valve 25 about its axis. rlhe center of the ball-and-socket oint 27-28 is rcloserto the inner surface of the sleeve-valve itselt` than the diameter of such joint; which is rendered possible by having the ball member 28 a mere spherical segment. This spherical segment forminguthe ballmember28 is removably attached to the pin 29, as by a capscrew 33; so that by removingthe cap-screw 33 and withdrawing the pin 29ffrom the bail member, the lattermay be turned from its `normal working position to bring suitable cut-away faces 34 of the ball 'member into proper position to permit such ball member to be'removed from the socket member. The lower end of the pin 29 is desirably provided with screw-driver slot to turn it While holding the cap-screw 33. The :pin 29 is with-V drawn from its hole when the cylinder head land'sleeve-valve are remove'dfas axunit ,fand is speed. struction, the shaft 32 extends from its sleevepilot enlargement or collar 4l snugly g `inthe bore of the 'cylinder-head to locatethe The shaft 32 is :suitably Vdriven from @the crank-shaft 14, through .any convenient form of drive, and operates at :half crank-shaft To 4this end, in the preferred convalve end (the upper'end in Figs. l to A5 inclusive) into proximity with the crank.

shaft, and is there connected to the ycrankshaft through suitable gearing 35, conveniently spiral gearing. The gearing 35v .and the shaft 32 are `.desirabl-y located in a special ffcompartinent 36 vin the engine housing, at one :endfoffthe row of cylinders 10;.andthis coin-- partment 36- is Adesirably entirely separate from the vspace witliin'the ucrank-case itself. To accommodate the spiral gearing35, --the shaft 32 is slightlyoblique `with respect to fthe cylinder axes, as :is clear from lligs. 2 andl 5, but is ,conveniently radialto the-sleevevalve.

By the rotation ofthe crank-shaftl4,and the consequent rotation ofthe shaft- 32 at half icrank-shaft speedfthe ball member 28 travels Varound the axis of the/shaft 32; and in soy -doing it gives the sleeve-valve 25 thedesired K circumferential oscillation tand longitudinal reciprocation The center of `the ball-andrespect -to the aXis of the sleeve-valve that the arcuate length of circumferential oscillation is substantially :equal tothe length of socket oint27-2f8 is desirably so located with length o'f thesleeve-valve. 'This core 4()l has at one end, the right-hand end in Fig.

tting core concentrically'to `the bore at lthat end ,and an outwardly extending .flange 'by lwhich that end of the core* maybe .bolted'to l bothV i lie- ,the cylinder head v2Oby`suitable cap-screws Y 43. At its other endfthe left-hand end in Figs.,l and 4, .the core -4'0fha`s a-sliding fit in end of the cylinder head 20,whichsupportstder head if any ltendencyto such movement Aarises by reason ofV differential.thermalenpension. By the removal ofthe spacingring '44, the sleeve-valve 25 itself may be put into place or withdrawn, with its band 26 'and lits ball-and-socket joint 27-128, the'pin 29-of course .being separated from the ball member 28 during such insertion or withdrawal. kThe supporting metal for lthe'spacing` ring 44`mayl be cut awayat one'point both internallynnd .i151 a spacing ring 44 `removably mounted'in the Y Y with the water-passages 46 of thefcyli-nder externally to permit the passage of the soclet member' 27 and the band-enlargement 1n c which it is mounted.A

The core 40 is generally hollow, to constitute a passageway for the/circulation of the cooling medium,` which' is usually water.

W hen wateris the cooling medium, the cylhead and'with the endopening of the core 40, so that water from both passages may reach such connection 48 and pass therethrough to the top of the usual radiator which is provided vin azwater-circulating system.

The remainder of the water-circulating sys-V tem is not shown, as 1t may be anything de-V sired. Y

Although the coreV is generally hollow,Y

it is not completely so; but has various walls 5() in it to provide passages through the core i for the'inlet and'exhaust gases. These passages register at the top with suitable inlet vports 5l and exhaust ports 52, provided in the cylinder head at the top; and .the inlet and exhaust ports 51 and 52 communicate respectively with a suitable inlet manifold 53 and aV suitable exhaust manifold 54.4 The passages;` in the core register Vatthe bottom Ywith suitable inlet andexhaust ports for the variousV cylinders Vl0, which Vcylinder ports will be described more fully later, as will also the passages provided by the walls within the core-40. The sleeve-valve 25 in the engine of Figs. l to 5 has'ports through itto control the opening .and closing of both ends of the passages through the core, so that' there may be a double valving action between a cylin der and a manifold', on the upper and lower sides of the-core 40, and a quadruple sealingv surface may thus be provided by the internal and external surface of the Ysleeve-valve on both the upper side and the lower side thereof.

vSuch a quadruple sealing is 'shown for the Ycling are illustrated by shortcurvedarrows exhaust passages ofthe end cylinders.

One` suitable Vport arrangement. for the sleeve-valve and Yits associated stationary members is shown inrFigs. 10 andll for a four-cylinder engine such is illustrated in Figs. l. to 5 inclusive.v Asis evident from Figs. l and l0, in that illustrativearrangement, (which is not Vat all `essential arliangement,) the series of ports 517-52 in the cylinder head abovertlie sleeve consists'rof five ports, of which the first, third, and fifth are exhaust ports communicating with the exhaust manifold 54, and the second and fourth are inlet portsY communicating with the inlet manifold 53. l Directly below the ports 5l and 52 in the top of the head are reslnectively registering ports at the upper ends of inlet passages Gl and exhaust passages 62 provided by thewalls 50 in the stationary core 40. The passages 6l and 62 are deflected in suitable ways as they pass through the core so that at their lower ends they provide core ports which correspond'with and register with onek or more inlet ports 63 and one or more exhaust ports 64 for each cylinder 10. ln the preferred arrangement, l provide two inlet ports 63 and two olitlet ports 54 for each cylinder, and arrange these four Vports substantially at the corners of a. square on the development of the cylindrical surface; which is rendered possible by having the ar cuate length for circumferential oscillation substantially equal to the length of axial reciprocation of the sleeve-valve. With .that arrangement of ports, the ports 63 and 64 for all the cylinders of the engine maybe substantially alike, but merely turned to differentpositions on the circular pathof movement of any point onfthe sleeve-valve, to correspond with the firingorder and the number of cylinders of the engine. In theV four-cylinderengine shown in Figs. l to 5, 10, vand 11,-wnere the firing order is 1 2-4-3, the arrangement of the ports 63-64 may be taken as normal for cylinder No. 1and as turned 900 from that position'for cylinder No. 2, 180o from that position for cylinder No.. 4, and 2700 from that Vposition forvcylinder No.

3, measuring the angles `in the direction of movement of anypoint on the sleeve-valve i the circularY travel of such point.

The ports 5l, 52, 63, and 64 in the cylinder head and the VCorresponding ports at the upper and lower ends of the passages 6l and 62 through the core. are stationary, but they cooperate with suitable movable .ports in the upper half of the sleeve-valve 25 and with suitable movable ports 65 in the lower half of the Vsleeve-valve 25. The ports 65 travel in circular paths, in the preferred construe"- tion shown, to controlV the stationary ports .5l 'and 52; and theports 66 travel .in correspendingV ycircular pathsV to control the sta# ionary ports 63 and 64. Ylhe directionsfin which these movable ports 65 andti are trav-v are development views as seen from above.

lll)

which makes the upper and lower ports' of the sleeve-valve and therefore the' upper and Vlower ports 65 and 66 appear Yas moving in opposite directions in corresponding circles.

iii

The ports 51 and 52 may be circular ports, and the ports 65 may then be correspondingly circular. Some of the ports 65 are double ports, as shown by thesecond port 65'rom each end in F ig. 10, in `which case they are not circular but are really two overlapping circles with the cups between flattened down.

In order to get quick opening and closing movements, however, I prefer that at least the ports 63, 64, and be made to have their opening and closing edges substantially perpendicular to the direction of- Inovement as such edges cofopcrate to open or close the ports. The advantage of such quick opening and closing. is well understood. rIheretore, theV ports 63, 64, and 66 are shown as generally triangular' in shape, to get edges. which give this action.

In the porting arrangement shown in Fig. 11, the inlet ports 63 close,A and the exhaust ports 64 open by substantially lengthwise movement of the sleeve-valve for the end cylinders 1 and 4 and by substantially circumferential movement for the intermediate cylinders 2 and 3. This is merely incidental, however, as the ports may be arranged to reverse this; as is indeed illustrated in Fig. 12, (described. later,) where such port action is by substantial lengthwise movement of the sleeve-valve for the two middle Cylinders.

lWhen the engine is a sixcylinder engine, with one sleeve-valve controlling all six cylinders, the arrangement of ports may be as illustrated in Fig. 13. I-Ierethe tiri-ng order is assnmed to be 1f5-3-6f2-f4; and the ports 63, 64, and 6 6y forl any cylinder are then turned corresponding angles` in their arrangement on the circular path of travel of any point on the sleeve-valve, the, ports for cylinder 5 being turned 60, ythose for cylinder 3 being turned'120o, those for cylinder 6 being turned 180, those for cylinder 2 b eing turned 240', and those for cylinder 4 being turned 300O from what may be called the zero position in which the ports for cylinder a` No. 1y are shown.

In order to get the ports 63, 64, and 66 in a l small space, so that the diameter of the circular path of travel of any point on the sleevevalve may be as small as possible for a given port opening, it is sometimes necessary todisbeen describechthere may be a quadruple sealing action between the cylinder and a manifold. In other words, there may be a sealing by the inner and outer surfaces'of'the sleeveval've for .the lower half of such sleevevalve in- Ccnnectien with theV portsy or 6.4,

and 66, and another sealing at both the innerV and outer surfaces oft the sleeve-valve for` the upper halt1 of such sleeve-valve in connection with the ports 51 or 52, and 65. This quadruple sealing is found to be most effective. It is not essential to my broad linvention,"however, and I have shown it only` i'or the exhaust of the end cylinders, cylinders 1 and 4, in the porting arrangement illustratedy in Figs.r 10 and 11. l

Instead of having one sleeve-valve which controls all the cylinders of a. row ot cylinders, sach as tour, siX, or eight cylinders in a row, it is sometimes desirable to provide two sleeves, each controlling half of the entire number of cylinders as located on one Vside ot. the middle of the row of cylinders. This is illustrated in Figs. 6 and 12, which show a six-cylinder engine having one sleeve controlling the three. cylinders toward one end ot the row ot cylinders, and a separate sleeve controlling the three cylinders toward the other en d ot such row. The two sleeve-valves 25a and 25b may conveniently be driven by the mechanism shown in Fig; 6, where there are two shafts 321 and 82` connected to the ends of the respective sleeve-valves in the manner already described for the shaft 82 otFigs., 1,

4, and 5, the shafts 32: and B2b being connect-,ed

by spiral gearing 35EL and 35b respectively to a common countershait 7 0 suitably driven from the,y crank-shaft 14, as by a chain drive 71. The timing is desirably such that the sleevevalves 25a and 25b move axially together toward one end or the other, but oscillate angular-ly in opposite phases, so that tor the angular oscillation there is a balancing action between the two sleeve-valves. The ports in and controlled by the sleeve-valves 25a and 25b are not indicated in` Fig. 6, as that ligureI is semidiagrammatic, but the ports 63, 64, andl 66 are in general like those alreadydescribed bearing similar reference numbers, and are illustrated in the development view of Fig. 12.

So far I have described my invention as applied to engines in which all cylinders are in a single row. However, my inventionv is equally applicable to various other types oi. engines. I have shown two other types in Fig. 7 and Figs. 8 and 9 respectively.

In Fig. 7, I show my invention, diagram-l matically, as applied 'to a V-type engine. Here there are two rows of cylinders 1()c and 10d, at an angle t-o each other, and thesev rows of cylinders are controlled respectively by sleeve-valves 25C and 25d respectively. These sleeve-valves correspond 1n general to the sleeve-valve 25 already described, and haveV similar (3o-operating parts; so that they operate to control their respective rows of cylin-` ders in a manner which has already been madey pla-1n.

A simple way of driving the two sleeves 25?:Y and 25d is illustrated in Fig. 7 vHere theA crank-Shaft. 14 is conntd bl gearing,

72 to a shaft 73, which in turn is connected through spiral gearing 74 to a cross shaft 75 which extends perpendicularly to and betweenthe two sleeves 25CV and 25d. Each of Y such sleeve-valves is connected to the adjacent ond of the cross-shaft 75 by connecting mechanisni which is substantially like that which has already been described as connecting the sleeve-valve 25 to the adjacent end oie the shaft- 32. By the sleeve-valve arrangement ot' Fig. 7, I may obtain a balancing both axially and circumferentially of the sleeve valves.

In Figs. 8 and 9 I show my invention as applied to an X-type of engine. In that type ot engine there are tour rows of. cylinders 10e set on different radii Afromthe common crankshaft 14. At the outer or head ends of each row of cylinders 10e, there is a sleeve-valve 25e., which in general maybe like the sleevevalve 25 already described. Each of these sleeves 25e is d riven from a shaft 82e by mechanism similar to that already described as connecting the shajtt` 32 tothe sleeve-valve 25; and the shafts 32e may all heV driven from the crank-shaft le by spiral gearing 35 such as has already been'described, the difference being that the spiral gear on the crank-shaft 14 meshes'in common with the spiral gears on all the shafts 32e, as is clearfrom Fig. 9.

In the arrangement shown in Fig. 8, I illustrate a- `furthermodilication, in tvvorespects. First, the core within the sleevevalve is open at its ends'for air cooling by aV lengthwise ilow of air through it as this 'angine is shown as an air-cooled engine. Second, the sleeve-valve controls only by ports in its side toward the cylinders (the lower side as illustrated), and the manifolds are arranged f'itliin the hollow core, only the exhaust manifold 54e being illustrated in the section. This gives only a simple valving and only a double sealing, but is within the n broad scope of my invention.

The .sleeve-valves and their driving mechanism may be lubricated in any suitable-manner. rI have shown one lubricating arrangement in Figs. l to 5. VIn that arrangement,

there is an oil pump V8O, Which pumpsoil from the oil pan 8l through a pipe 82 to one or both bearings 83 :tor t-lie shaft32 and to lsuitable oil-inlet holes 84: along the bore for the sleeve-valve 25. The points i'or the oiliiilet holes 84C on the sleeve-valve bore are chosen so that suoli holes are never overlapped byany sleeve-valveports; and at these points the sleeve-valves may have holes 86 through them to let oil pass through to a distributing groove 87 on the surface of the core 40. The shaft 32 may have an oil hole c' S8 'connecting the bearing surface at the upper'beaiing 83 and the hole for the pin 29..

The precise Vstructure shown in the drawings are merely illustrative ofmy invention',

forsuch invention is capable of many variations from'the striicturesshowii. For in- 6 l l irfsaesfi 'st-ance, my invention is applicable to many able forni, that shown being merely an illus-Y trative form which is quite'efllective; and the sleeve-valve control is not limited to'singlesleeve valves. Y

I claim as my invention l. An internal combustion engine, comprising a cylinder having a cylinder head, a piston reciprocable in saidcylinder, a core having a passage, a sleeve-valve mounted in the cylinder head and around said core andv controlling the connection between said passage and a port of said cylinder, and-means for driving said sleeve-valve with a combined axial reciprocation and circumferential oscillation so that any point thereon travels in a closedcurved path. Y

2. An internal combustion engine, comprising a cylinderhaving a cylinder head, a piston reciprocable in said cylinder, a core having a passage, a sleeve-valvev mounted in the cylinder head on an axis transverse to the cylinder axis, said sleeve-valve beingmounted around said core and controlling the connection between said passage and a port of said cylinder, and means for driving said sleeve-V valve With a combined axial reciprocation' and circumferential oscillation so that any point thereon travels in a closed curved path. Y 3. An internal combustion engine, comprising a cylinder, having a cylinder head,` a piston reciprocable in said cylinder, a core having open space Within'it, axsleeve-valve mounted in the cylinder head and around said core andcontrolling the connection between iin the ports ofsaid cylinder and open space within said core, and means for driving said sleeve-valve with a coinbinedaxial reciprocation` and circuint'erential oscillation so. that any point thereon travels in a closed curvedV path'. K Y l c ll. An internal combustion engine, comprising a cylinder having a cylinder head` a piston recip'rocable in said cylinder,a core having open space Within it, a vsleeve-valve mounted in the cylinder, head on an yaxis transverse to the cylinder axis, said sleevevalve being mountedf around said core and controlling the connection between the ports of said cylinder and open space Within said core, and means for driving said sleeve-valve with a combined axial reciprocation and circumferential oscillation so that any point thereon travels in a closed curved path.

5. A multi vlinder internal combustion engine, compi i. ing'a plurality of cylinders arranged in a row, pistons movable in the respective cylinders, and a sleeve-valve free of cross-tubes and mounted in the head ot the cylinders and extending along the row of cylinders and controlling a port or ports of one ot said cylinders, said sleeve-valve having a combined axial reciprocation and circumferential oscillation so that any point thereon travels in a closed curved path.

6. A multi-cylinder internal combustion engine, comprising a plurality of cylinders arranged in a row, pistons movable in the respective cylinders, and a sleeve-valve free oi" cross-tubes and mounted in the head of the cylinders and extending alongy theA row of cylinders and controlling a port orfports ol each of a plurality of said oylinders,isaid sleeve-valve having a combined axial reciprocation and circumferential oscillation so that any point thereon travels in a closed curved path.

7. A multi-cylinder internal combustion engine, comprising a plurality of cylinders, pistons movable in the respective cylinders. and a sleeve-valve havin@v a combined axial reciprocation and circumierential oscillation so that any point thereon travels in a closed curved path and controlling the ports of a plurality of the cylinders of said engine, said sleeve-valve being free of cross-tubes.

l8. An internal combustion engine, comprising a cylinder, a piston, and a sleeve-valve having a combined axial reciprocation and circumferential oscillation so that any point thereon travels in a closed curved path and controlling a port of said cylinder to produce a quadruple sealing oi' such port When it is closed.

9.oAn internal combustion engine, comprising a cylinder, a piston reciprocable therein, a sleeve-valve mounted in the cylinder head, said sleeve-valve having a combined axial rcciprocation and circumferential oscillation so that any point thereon'travels in a yclosed curved path, and a core Within said sleeve-valve. said core having transverse passages through it` for theA inlet and exhaust gases, which passages at one end comi'nunicate with ports in the cylinder head rleading to the cylinder and at the other end with ports olf inlet and exhaust passages, and said sleeve-valve being provided. with openings which bythe movement of the sleevevalve control the opening and closing of both ends ot said passages through the core.

l0. 'In an internal combustion engine, a cylinder, a piston, a sleeve-valve having a combined axial reciprocation and 'circumferential oscillation so that any point thereon travels in a closed curved path and con-` trolling a port of Vsaid cylinder and locatedk apart 'from said piston' with its axis at an angle to the cylinder axis, and a core around which said sleeve-valve lits and Which has Within it a space Whose connection to saidl 'piston with its axis at an angle tothe cylinder axis, said sleeve-valve beinga'singlesleeve-valve having a combined reciprocating and oscillating motion.

l2. ln an internal combustion engine, a

cylinder, a piston, a sleeve-valve having av combined axial reciprocation and circumferential oscillation so that any point thereon travels in a closed curved path and con-i trolling a port of said cylinder and located apart4 from said pistonvvith its axis at an angle to the cylinder axis, and a stationary core Within said sleeve-valve, said core being provided with transverse passages which form part ofthe inlet and exhaust conduits forv said cylinder, and said sleeve-valve being arranged to control said core passages at both ends thereof.-

13. In an internal combustion engine, a cylinder, a piston, a sleeve-valve controlling the ports of said cylinder and located apart from said' piston with its axis atan angle to the cylinder axis, said sleeve-valve vbeing a single-sleeve-valve having a combined reciprocating and oscillating motion, and a stationary core Within said sleeve-valve, said core being provided With transverse passages which torni part of the inlet and exhaust conduits for said cylinder, and said sleevevalve being arranged to control isaid' core passages at both ends thereof. Y

l-l. An internal combustion engine, coinprifng a cylinder, a piston rec-iprocable therein, a sleeve-valve mounted in the cylin-v der head, said sleeve-valve having a combined axial reciprocation and circumferential oscillation lso that any point thereon travels in a closed curved path, and a core Within said sleeve-valve, said core having transverse passages through it for the inlet and exhaust gases Which passages at one end communicate with ports in the cylinder head leading to the cylinder and at the other end with portsot inlet and exhaust passages, and said sleevevalve being provided with openings which by the movement of the sleeve-valvel control the said passages through the Core.

l5. in an internal combustion engine, a cylinder, a piston,fa sleeve-valve having a combined axial reciprocation and circumferential opening` and closing ot at least one end of oscillation so that any point thereon'tr'avelsv in a closed curved path and controlling a port oi' said cylinder' and located apart from said piston with its airis at an angle to the cylinder esA les

ivre

iov

' and oscillating motion, and a stationary core Within said sleeve-valve, said core being provided with passages Which form part of the inlet and exhaust conduits for said cylinder, and said sleeve-valve being arranged to contrel said core passages. 17. An'internal combustion engine, comprising a. cylinder having a cylinder head, a piston reciprccable in said cylinder, a core having open space Within it,a sleeve-valve mounted in the cylinder head and around said Vcore and controlling the connection between the ports of vsaid cylinder and open space Within said core, and means for driving said sleeve-valve with a combined axial reciproca; tion and circumferential oscillation so that any point thereon travels in a closed curved path With the length of axial reciprocation substantially equal to the arcuate length of circumferential oscillation.

18. A multi-cylinder internalV combustion engine, ccmprisinga plurality of cylinders, pistons movable in the respective cylinders, a single-sleevevalve having a combined axial reciprocation and circumferential oscillation so that any point thereon travels in a closed curvedpath and controlling the ports of a plurality of the cylinders of said engine, andV a core around which saidsinglewsleeve-valve tits and which has Within it separated passages tor the intake and exhaust gases.

19. A multi-cylinder internal combustion engine, comprising a plurality of cylinders, a sleeve-valve having a combined axial reciprocation Aand circumferential oscillation so that any pointr thereon travels in aV closed curved path, and cont-rolling ports of said cylinders, said sleeve-valve being located apart Jfrom said pistons with its axis at an angle to the cylinder axes, and a stationary core Within said sleeve-valve, said core being provided with transverse passages which form part of the inlet and exhaust conduits for cylinders of said engine, and said sleevevalve being arranged to Vcontrol said core passages atlboth ends thereof. Y y

20. A multi-cylinder internal combustion engine, comprising a plurality ot cylinders, pistons movable in said cylinders, a sleevevalve having a combined axial reciprecation and circumferential oscillation so that any 1 point thereon travels in a closed curved path,

said sleeve-valve Vbeing located apart from said. pistons with ltslaxis at an angle to the cylinder axes, and a stationary core within said sleeve-valve, said core being provided With passages which form part ofthe-inlet and exhaust conduits of saidengine, and said sleeve-valve being arranged to controlthe communication between said core passages and the respective cylinders.

21. A multi-cylinder internal combustion engine, comprising a plurality of cylinders, s

Q2. An internal combustion engine, comf prising a cylinder, a piston, a crank-shaft, a sleeve-valve having its axisgenerallyparallel to the crank-shaft and being arranged to have a combined axial reciprocation and circumt'er# ential oscillation so that any point thereon travels in a closed curved path, a stationary core Within said sleevevalve, said core being provided with one or more passages, and said sleeve-valve being arranged to control the communication between said core passage or passages and one or more parts ot' said cylinder.

[23. An internal combustion engine, comprising a cylinder having a port or ports, a piston movable therein, a valving member having parallelinner and outer curved kvalvmg surfaces each equi-distant at all points i from a common axis Which is apart from the cylinder axis, and means for moving said Y valving member so that it'has acombinedv axial reciprocation along said axis and arcuate oscillation about such axis, said valving member being arranged to control a port or ports of said cylinder.

24. A multi-cylinder engine, comprising a plurality of cylinders each having a port or ports, pistons movable in the respective cylinders, a valving memberV having parallel'- inner and outer curved valving surfaces each equi-distant at all points from a common axis which isapart from the axis ofany of the cylinders, and means for moving said valving member so that it has a combined axial reciprocation along saidaxis and arcuate oscillation about such axis, saidl valving member be` ing arranged to control a port or ports of eachV` 0f a plurality et the cylinders of the engine.

25. A multi-cylinder engine, comprising a plurality of cylinders each having a port or ports, pistons movable in the respective cylinders, va valving member having parallel Effi inder, a piston, a sleeve-valve mounted inV a suitable bore in the cylinder head, and a re-l movable stationary core fitting Within said sleeve-valve, said core beingl concentrically piloted Within said bore at'at least one end.

27. In an internalcombustion engine, a cylinder, a piston, a sleeve-valve mounted in a suitable bore Whoseaxis is apart from the cylinder axis, and a stationary core fitting Within said sleeve-valve, said core rbeing concentrically piloted Within said bore at each end.

inder, a piston, asleeve-valve mounted in a suitable ,bore Whose axis is at an angle to the cylinder axis, and a stationary core fitting Within said sleeve-valve, said core being concentrically piloted Within said bore at at least one end.

2 9. In an internal combustion engine, a cylinder, a piston, a sleeve-valve mounted in a suitable bore in the cylinder head, and a stationary core fitting Within said sleeve-valve, said core being mounted so that the sleevevalve is removable and replaceable Without disturbing the core. Y

30. In an internal combustion engine, a cylinder, a piston, a sleevevalve mounted in a suitable bore Whose axis is apart from the cylinder axis, and a stationary coreifitting Within said sleeve-valve,.said core being concentrically piloted Within said bore at both ends and mounted so'that the sleeve-valve is removable and replaceable Withoutdisturbing the core. e

31. In an internal combustion engine, a cylinder, a piston, a sleeve-valve mountedin a suitable bore in the cylinder head, and a stationary core fitting Withinv said sleeve-valve, said cor-e being concentrically piloted Within said bore at both ends and mounted so that either the core or the sleeve-valve may be separately removed endwise Without disturbing the other.

32. In an internal combustion engine, a cylinder, a piston, a sleeve-valve mounted in a suitable bore Whose axis is apart from .the cylinder axis, and a Stationary core fitting Within Said Sleev-valve,said core being concentrcally pileted within said'bQv-e at both ends and mounted so that .either the core or the sleeve-valve may be separately removed endvvise Without .disturbing the other.

3:3. In an internal combustion engine, a cylinder, a piston, a sleeveevalve mounted in a 'suitablebore in the cylinder" hearhal sta.,-

QS. In an internal combustion engine, a cyl tionary core fitting 'Withinsaid sleeve-valve, said sleeve-valve being formed of plain tubing With suitableport openings in it| and al reinforcing member attached to said tubing at a power-receiving point, and means acting on said sleeve-valve at said reinfm'cementv for producing a combined axial reciprocation and circumferential oscillation of said sleevel Y valve. t l i.

34. In an internal combustion engine, a cylinder, a piston, a sleeve-valve mounted in a suitable bore Whose axis is apart from the cylinder axis, `a stationary core fitting within said sleeve-valve, said sleeve-valve being formed of plain tubing with suit-able por-t openings in it and a reinforcing member attached'to said tubing at a power-'receiving point, and means acting on said sleeve-,valve at said reinforcement for producingacombined axial reciprocation and circumferen` tial oscillation of said sleeve-valve. v

3,5. In vaninternal combustion engine, a cylinder,V a piston, a sleeve-valve having a combined axial reciprocation and cl-Cumferential oscillation so that any pointy thereon travels in a closed curved path, said sleevevalve being arranged tocontrol both the inlet and exhaust of the cylinder, said sleeve-valve having two double-purpose ports, and a stationary part co-operating with said Vsleevevalve having a pair of inlet ports and a pair of exhaust ports for said'cylinder, the lines of said inlet and exhaust ports .being displaced from each other, each double-,purpose s port in the sleeve-valve being arranged to cooperate successively With one port of each of said tvvo pairs of stationary ports Without interfering with the other port of either of said pairs of ports.` A

36. In an internal combustion engine, a cylinder, a piston, and a sleeve-valve having' a combinedaxial reciprocation and circumvferential oscillation so that any poi-nt thereon travels in a closed curved path, said sleevevalve being arranged to control both the inlet and exhaust of the cylinder, said sleeve-,valve having a row of double-,purpose ports, and a stationary part eri-operating Withsaidsleevevalve having two separate rows of ports, the

three rows of ports being arranged kso that I each sleeve-valve port co-operates,successively With one port in each of the ,two rows of Stationary ports but does not at any time interfere with 'any others of said stationary ports.

i .37- A multi-cylinder, internal cembusten engine, comprising e filatelia/ 0f- ,Cylinders pistons movable in the -resretwe cylinders and a sleeve-valve .having a .combined recprocation and circumferential osillatlen so that any point thereon travels in `a closed curved pathsad sleeve-valve bengerranged tof control boththe vinlet and exhaust of e 1511,1-

rality of cylinders, said sleeve-valve ha ,1ng a row ,ef double-purpose parte 'for eac-.h 1y-lui? der which it controls, and a stationary part co-operating with said sleeve-valve having two rows of ports for each such cylinder, the three rows of ports for each cylinder being arranged so that each sleeve-valve port cooperates successively with one port in each ofthe two associated rows of stationary ports but does not at any time interfere with any other otsaid stationary ports, the rows of ports for the dilierent cylinders controlled by said sleeve-valve being displaced angu larlyfrom oneY another in said closed-curved path of travel by time-angles corresponding substantially to vthe'time-angles between the ripg'points of said cylinders in the engine c c e. Y Y Y y38. A multi-cylinder `internal combustion engine, comprising-a plurality of cylinders, pistons movable'in the respective cylinders, and a sleeve-valve having a combined 'axial ieciprocation and circumferential oscillation so that any point thereon travels in a closed curved path, said sleeve-valve being arranged to control both the inletand exhaust of a plurality of cylinders, said sleeve-valve having a double-purpose Iport foreach cylinder which it controls, and a'stationary' part 'cooperating with said sleeve-valve having an,

inlet port and an exhaust port for each such cylinder, the three portsfor each cylinder being arranged so that the sleeve-valve port co-operates successively with the two stationary ports, the stationaryport-s for the diii'er'- ent cylinders controlled vby said sleeve-valves being arranged in rows which are displaced angularly from one another in said closedV curved path of travel by time-angles corresponding substantially'to the time-angles between tlie liring points of said cylinders in the engine cycle. D Y j 39. A multi-cylinder internal combustion engine, comprising a plurality of cylinders,

' pistons movable in the respective cylinders,

anda sleevevalve'haviiig a combined axial reciprocation and circumferential"oscillation so that'any point thereon travels in a closed curved path, a stationary part within said sleeve-valve and co-operating with it, Vsaid sleeve-valve being arranged to control both the inlet'and exhaust of a plurality of cylinders, saidsleeve-valve and said'stationary part co-operating therewith having co-open ating ports for controlling both the inlet and exhaust of each cylinder which said sleeve valve controls, said ports including a stationary inlet port and a stationary exhaust port for each such cylinder, the stationary ports for the different cylinders controlled by said sleeve-valve being'arranged 'in rows which are displaced angularly from one another in said closed-curved path Aot travelv by timevangles corresponding substantially to .the

Vtime-anglesbetween theiiring points of said cylinders `in the engine-cycle. Y Y +40.V An internal combustion engine, comq prising a cylinderhaving a cylinder head, a

piston reciprocable in said cylinder, a sleeve-- valve mounted in thelcylinder head, astationary'core within Vsaid sleeve-valve', said core having a passage therein for connection to said cylinder, and said sleeve-valve being arranged to control the connection ot said core-passage to said cylinder, and means for moving said sleeve-valve so that ithas componeiits of movement both to and fro along its axis and to and tro circumferentially.

41. An internalcombustion' engine, coni'- prising a cylinder having a cylinderA head,

a piston reciprocable in said cylinder, a sleeve- Vponents ot movement both to and' fro along its axis and to and tro circumferentially, said two components ot motion' being combined so that a point on the sleeve-valve travels in a' closed curved path.V y

42. An internalcombustion engine, cont prising a cylinder, a piston reciprocable therein, a curved Y sliding valving element having convex and concave surfaces and located apart from said piston, said piston being tree from enclosure withinl said valving element, a member cooperating with the concave face of said curved valving elementand liavine` a passage therein, said valving'ele-V nient being arranged to control the connection between said. passage andaport for said cyli inder, and means for sliding said valving element with components ot' motion to and tro in two directions transverse to each other, at least one of said'components of motion b e-V ing a rectilinear reciprocation.

43. An internal combustion engine, com# prising a cylinder, a piston reciprocable'there in, a curved sliding valving element having convex and concave surfaces and located apart from said piston, saidpiston being free from enclosure within ksaid valving element, Y

a member co-opeiating withtheV concave face offsaid curved valving element and having open space therein, said valving element being arranged to control the connection between'both an inlet and an exhaust port for said cylinderand open space within said member, and means for sliding said valving element with components of `motion to and fro in two directions transverse to each other, at least one of said components of motion being a rectilinearreciprocation, said two Vcomponents of motion being relatively 'arranged so that a point on the valving element travels in a closed .curved path.

liIInv an` internal combustion engine, aV

cylinder, a piston, a sleeve-valve having a combined axial reciprocation and circumfeifF `meats/i ential oscillation so that any point thereon travels in a closed curved path, said sleevevalve being arranged to control both the inlet and exhaust of the cylinder, said sleevevalve having two double-purpose ports, and a stationary part co-operating with said sleeve-valve and having a plurality of exhaust ports and a plurality of inlet ports for said cylinder, each double-purpose port in the sleeve-valve being arranged to co-operate successively with one exhaust port and one inlet port in the stationary part Without interfering at any time With any other port in said stationary part.

45. A multi-cylinder internal combustion engine, comprising a plurality of cylinders, pistons movable in. the respective cylinders, a sleeve-valve having a combined axial reciprocation and circumferential oscillation so that a point thereon travels in a closed curved path, said sleeve-valve being arranged to control both the inlet and exhaust of a plurality of cylinders, said sleeve-valve having a roW of double-purpose ports for each cylinder which it controls, and a stationary part cooperating with said sleeve-valve and having a plurality of inlet ports'and a plurality of exhaust ports for each such cylinder, the ports for each cylinder being arranged so that each sleeve-valve double-purpose port co-operates successively with an exhaust port and with an inlet port in said stationary part but does not at any time interfere With any others of the ports in said stationary part, the rows of ports provided in said sleeve-valve for the diiierent cylinders controlled by said sleevevalve being displaced angularly from one another in said closed-curved path of trave] y time-angles corresponding substantially to the time-angles between the tiring points ot 'said cylinders in the engine cycle.

46. An internal combustion engine, comprising a cylinder, a piston reciprocable therein, a curved sliding valving element having convex and concave surfaces and located apart fromsaid piston, said piston being 'ree from cnclosurewvithin said valving element, a member co-operating with the concave face of said curved valving element and having open space therein, said valving element being Aarranged to control the connection between both an inlet and an exhaust Vport for said cylinder and open space Within said member, and means for slidingsaid valving element with port-controlling components of motion to and fro in two directions transverse to cach other, said tivo components of motion being relatively arranged so that a point on the valving element travels in a closed curved path.

47. An internal combustion engine, comprising a cylinder having a cylinder head, a

piston reciprocable in said cylinder, aisleevevalve free of cross-tubes mounted in the cylinder head on an axis transverse to the cylinde-r axis and controlling a port of said cylinder, and means for driving said sleeve-valve with a combined axial reciprocation and circumferential oscillation so that any point thereon travels in a closed Vcurved path.

48. An internal combustion engine, comprising a cylinder having a cylinder head, a piston reciprocable in said cylinder, a sleevevalve free of cross-tubes mounted in the cylinder head on an axis transverse to the cylindei` axis and controlling both an inlet port and an exhaust port of said cylinder, and means for driving said sleeve-valve with a combined axial reciprocation and circumferential oscillation so that any point thereon travels in a closed curved path. A

49. An internal combustion engine, comprising a cylinder having a cylinder head, a piston reciprocable in said cylinder, a sleevevalve free of cross-tubes mounted in the cylinder head onr an axis transverse to the cylinder axis and controlling all the ports of said cylinder, and means for driving said sleevevalve with a combined axial reciprocation and circumferential oscillation so that any point thereon travels in a closed curved path,

'50. In an internal combustion engine, a cylinder, a piston, a sleeve-valve, a core removably mounted concentrically Within said sleeve valve and normally stationary in the operation ot the engine, said core being provided with one or more gas passages, and means for movingsaid sleeve-valve With a combined axial reciprocation and circumferential oscillation to control the flow of gas through said passage or passages.

5l. The invention set forth in claim 50 with the addition that the sleeve-valve is disposed with its axis apart from the axis of said cylinder.

In Witness whereof, I have hereunto set my hand at Indianapolis, Indiana, this 11th day of May, A. D. one thousand nine hundred and twenty-six.

JULES HALTENBERGER.

nel

CERTIFICATE 0F CORRECTION.

Patent No. 1,756,684. Granted April 29, 1930, to

JULES HALTENBERGER.

It is hereby certified that error appears in the printed specification oi the above numbered patent requiring correction as follows: Page 6, line 10S, claim 3, strike out the comma alter "eylinder";'page 8, lines 88 and 100, claims 21 and 22 respectively, for the word "parts" read "ports"; and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 13th day of May, A. D. 1939.

M. J. Moore, (Seal) Acting Commissioner of Patents. 

